Floating frame



Aug. M, 1923. 1 11,464,624

7 J. H. MACALPINE FIaOATING FRAME Filed July 17 1919 3 Sheets-Sheet 1 A INVENTOR. M

7 ATTORNEYS.

Au M, 1923. 1,464,624

J. H. MACALPINE FLOATING FRAME Filed July 17, 1919 3 Sheets-Sheet 2 ll llllllrl "m mlm I" INVEN TOR.

ATTORNEYS, Y

Aug. 14,1923. I 3,464,624.

J. H. MACALPENE FLOATING FRAME- Filed July 17, 1919 3 Sheets-Sheet 5 IN V EN TOR.

A TTORNEYS.

Patented Aug. 14, 1923.

unit as are rare JOHN H. MACALPINE, OF PITTSBURGH, PENNSYLVANIA, ASSIGNOR TO THE WESTING- HOUSE GEAR & DYNAMIOIVIETER COMPANY, OF EJ'ILST PITTSBURGH, PENNSYLVANIA,

A CORPORATION OF PENNSYLVANIA.

FLOATING FRAIEE.

Application filed July 17,

T 0 all 10 7mm it may concern:

Be it known that I, J OHN H. MAcALrINn, a citizen of the United States, and a resident of Pittsburgh, in the county of Allegheny and State of Pennsylvania, have made a new and useful Invention in Floating Frames, of which the following is a specification.

This invention relates to gearing of the floating frame type and particularly to an improved floating frame for such gearing.

Gearing having one or more members mounted in a floating frame or a plurality of floating frames are well known to those skilled in the art, particularly in connection with gearing for transmitting relatively large powers. The purpose of the floating frame is to allow a part of the gearing, for example, a pinion, to have a slight angular motion sufficient to compensate for distortion (due for example to torsional deflection in the pinion or to warping of the gear casing) and to thereby maintain an even distribution of pressure along the teeth of the pinion. Gearing embodying the floating frame principle may be made lighter for a given power than gearing of the ordinary type, in which the various members are mounted in rigid bearings, because the floating frame gearing does not have to be designed to withstand a concentrated load. The floating frame ensures an even distribution of load along the length of the members of the gear set and effectively prevents any accidental concentration of load. The floating frame type of gearing is particularly familiar in marine installations where the power to be transmitted is large and the stresses on the casing tending to cause deflection are severe, due to the bending and twisting ofthe ship in heavy seas.

An essential feature of the floating frame gearing is the rigidity-of the floating frame, that is, the floating frame must be so mounted that it is capable of a certain amount of angular movement, but it must be sufliciently stiff and rigid to move as a whole .and without appreciably bending or warp ing in itself. The floating frame must be sufficiently rigid in itself to prevent sagging at the ends, either horizontally or vertically, 7 due to bearing pressures producing misalignment of the bearings and consequent made apparent throughout the 1919. Serial No. 311,670.

bending and straining of the pinion, and poor load distribution on the teeth of the pinion.

Great strength and rigidity of the floating frame is particularly desirable in double reduction gearing where the intermediate gears and pinions are all mounted in a sin gle, relatively long, floating frame. In such gearing it is common practice to mount the initial or high speed pinionin one floating frame and the intern'iediate gears and pinions in a second and larger floating frame, the pinions of the intermediate member meshing with the rigidly journaled final or slow speed gear member. 1

The lubrication of gearing for transmitting large powers is important to the successful operation of such gearing and a further object of my invention is to produce" a new and improved oiling arrangement for floating frame gearing.

A further object is to produce a floating frame which more rigid in proportion to its weight than other floating frames now in use and known to me.

These and other objects which will be scription of my invention are attained by means of apparatus embodying the features of my invention herein described and illustrated in the drawings accompanying and forming a part hereof.

In the drawings: Fig. 1 is a diagrammatic View of a floating frame embodying the features of my invention.

Fig. 2 is a diagrammatic sectional view of a portion of a double reduction gear set showing the floating frame, illustrated in Fig. 1 in place. I

Fig. 3 is a view from the opposite side of half of the floating frame illustrated in Fig. 1

Fig. 4 is a sectional view along the line H of Fig. 1.

. Fig. 5 is a sectional view along the line 55 of Fig. 1. 6 is a fragmental sectional view along the line 66 of Fig. 1.

further de-' Fig. 7-is a diagrammatic sectional view of a modification of the'floating frame illustrated in Figs. 1 to 6 inclusive.

In Fig.1, 1 have illustrated a floating frame 5 suitable for housing an intermediate gear member of a double reduction gear set of relatively large size. In F 2, I have shown the floating frame 5 as mounted in place in a double reduction gear set such/as is frequently employed in marine installations' fortransmitting the power of a turbine to a propeller shaft and for transforming the relatively high speed of the turbine to the low speed at which the propeller operates most efiiciently. I have indicated the gears and pinions of the set in dotted lines.

As shown, an initial or high speed pinion 6 is mounted in a suitable floating frame '7,

illustrated as of the open type, and is adapted to mesh w1th intermediate gears. 8

mounted in the floating frame 5. The in termediate gears S are mounted on a shaft 9 which also carries intermediate pinions l0, the shaft 9 being journaled in the floating frame 5. It is evident that the intermediate member (comprising the intermediate gears '8, the pinions 10 and the shaft 9) moves as a whole in response to torsional or other deflections of the intermediate gear member or of the casing which encloses and supports the gears. As shown,

the intermediate pinions 10 are adapted. to

mesh with a large or final gear 11 which may be suitably mounted in rigid bearings not shown. A casing'12 encloses the g'earing and the floating fran'ies 5 and? and is provided with suitable pedestals 13 on which the floating frame is mounted. It will, of course, be understood that the connections betweenthe pedestals and the floating frame are preferably so constructed as to allow the floating frames to have an angular movement about a horizontal. axis approximately normal to the pinion axis.

- As shown, Lbeams, 13 are interposed be means of a c-ross strut tween the floating frames and the pedestals and have sufficient elasticity to permit this motion, while struts 14 extend from the floating frames to the casing l2 and serve 'to' prevent movements of the floating frame about a vertical axis.

As shown in Fig. 1, the floating frame5 consists largely of a roughly elliptical shaped peripheral rim portion 15 of rectan- I have shown bearings 16 and 17 at opposite ends of the frame inwhi'ch the opposite ends of the shaft 9 are journaled. The peripheral rim portion 15 is reinforced at its center by as a support for a center bearing 19 for the shaft 9.

As shown, the center bearing 19 supports the shaft. 9 between the two intermediate gears 8, shown in dotted lines in Fig. l. The pinions 10 are interposed between the gears Sand the end bearings 16 and it? so that one gear and one pinion are supported between each end bearing and the center internal ribs 25 which are preferably iii:

the torsional rigidity of the member;

,vided with suitable feet or 18 which also serves bearing. As illustrated, the gears 8 are provided with helical teeth 20, which are oppositely inclined on the two gears in order that the end thrust caused by the in= clination of the teeth is counterbalanced. For the same reason the teeth on the two pinions or pinion halves 10 are also op positely inclined.

As shown, the rim portion 15 is also strengthened by means of webs 21 which extend across the ends of the frame and which serve to supportv cylindrical casings22 for the pinions 10. The webs are shown as provided with ribs which add to the stillness of the webs and therefore to the stifliness of the peripheral frame 15. l have shown holes 24: in the webs 21 for the pun pose of reducing the weight, the arrangement of the holes being such that they do not materially affect the strength of the floating frame. It will, of course, be understood that the frame illustrated is split horizontally, in the usual manner, in order that the bearings and intermediate gear member-quay be easily installed. During the operation of the gears the two halves are rigidly bolted together and the frame may then be considered as a unit' structin'e;

As illustrated .in Fig. 5,the pinions 10 are adapted to operate within the cylindricalcasings 22, the front part of the casings being open so that the pinions may mesh with the slow speed gears 11. The casing-s 22 form a part of the stiffening web 21 ahd are also employed in effecting the lubrica tion of the pinions as will be hereinafter described.

The peripheral rim portion 15 is strengthened and stiffened, as shown, by numerous ranged so as to produce a maximum degree of stiffness in proportion to the amount of material employed. These ribs are arranged to hold the corners of the box section in shape and therefore greatly increase On 7 account of the assymmetry of the structure this torsional rigidity plays an important ar-t iii' preventingi' distortion.

As shown the floatable frame 5 is propedestals 25* whichiare formed; on the center strut and which are adapted to rest on I beain supports 13*, as shown in Fig. 2. In this con struction the fulcrum point at which the 120 frame illustratedis adapted to swing islo'- cated near thecenter of the'be'am'. Iii F l, T have illustratedsockets 27 near end of the frame for receixdnn the inn ends of the struts 14 win 11 prevent the sequently plugged up, if desired, in any suitable manner, for example, by means of pipe plugs.

I have shown an oil or lubricant conduit 27 extending through the upper portion of the floating frame 5 and having, as illustrated, a centrally located inlet port 28, and similar ports 29 and 30 at the opposite ends of the frame. The oil for lubricating the intermediate gear member may be delivered to any or all of these ports. The lubricant is delivered to the three bearings 16, 17 and 1.9 by vertical passages 31, 32 and 33 leading from the conduit 27 to annular oil chambers 34=, 35 and 36 which surround the middle portion of the bearings. As illustrated, the bearings are provided with suit able holes 37 for conducting oil to the inner periphery of the bearings.

As shown, the annular oil chambers 34: and 36 communicate directly with oil pockets or passage ways 38 which extend along the back of the floating frame adjacent the cylindrical casings 22 of the pinions 10. The casings 22 are provided with holes 39 for delivering the oil from the passage 38 to the pinion 10. Oil pockets 40 are also shown in the upper part of the casings 22 and holes 41 are provided for delivering oil from the pockets to the pinions near the points of contact with the gears 11.

It is desirable to deliver the oil to the bearings. 16, 17 and 19 under some pressure, consequently I have provided restricted openings 42 in the passages or pockets 38 through which the oil must flow before it is delivered to the holes 39, thereby serving to maintain or build up pressure of oil for the bearings. Other restricted passageways 4:3 conduct oil to the pockets l0 from those portions of the pockets 38 which are in direct communication wit-h the annular oil chambers 34: and 36 surrounding the bearings 16 and 17. Because of the restricted or pressure-reducing openings leading to the delivery holes 39 and 41, the pressure of the lubricant on the bearings may be maintained without necessitating the use of an excessively large oil pump.

In marine installations one end of the gearing is usualy higher than the other and consequently the oil tends to fall away from the high ends of the pinions. I have shown ribs or dams n in. the lower part of the casings 22 for the purpose of maintaining a more or less evcn dist ibution of oil along the pinions 10 irrespective of whether the gear set is level or not. I have also illustrated a series of teeth 45 on the outer walls of the pockets 420 for maintaining .an even distribution'of the oil along the pinions in case the'holes iii clog up and the oil overflows over the wall.

In Fig. '1', I have illustrated a modification of the floating frame, referring particularly to the upper portion of the frame. is illus trated, the lubricant conduit 27 is enlarged so as to comprise the top portion of the pe ripheral boX frame and consequently so as to have considerable volume. The box frame therefore serves as an emergency reservoir for lubricant and will supply lubricant to the bearings and gearing for a considerable time, in case of accident to the oil pump.

The floating frame illustrated is more rigid than other floating frames of substantially the same weight and is particularly adapted for large power gearing in which weight is an essential consideration. This type of floating frame may be more expensive to construct than the open type, but is so much more rigid in proportion to its weight as to more than justify the somewhat greater expense. Because of its rigidity and light weight it is particularly valuable in marine installations where the working conditions are severe and weight is of considerable i1nportance. The lubrication system employed issuch as to ensure thorough lubrication of the bearings and gear teeth at all times irrespective of the positions of the gear set. Furthermore the lubricant conduits are simple in'construction and are so arranged that they assist in stiffening the floating frame. I

While I have described and illustrated but one embodiment of my invention, it will be apparent to those skilled in the art that various changes, modifications, additions and omissions may be made in the apparatus describedand illustrated without departing from the spirit and scope of the invention as set forth by the appended claims.

What I claim is:

1. In a reduction gear of the double-reduction type, a floating frame having a rim portion, an intermediate strut portion, and web portions spaced therefrom to define gear openings, said Web portions being provided with pinion-receiving pockets.

2. In a reduction gear of the double-re duction type, a floating frame comprising a hollow rim portion having interior strengthening ribs, an intermediate strut member,

and web portions having pinion-receiving pockets, the web portions being spaced apart from the strut to define gear-receiving openings.

3. A floatingframe having a peripheral rim portion of box section, bearings at opposite ends of the frame, a lubricant conduit formed in the peripheral rim portion, and passageways for conducting lubricant from' the conduit to the bearings.

4. In a floating frame for supporting a gear member, a peripheral rim portion of bOX section, casing partially enclosing the gear member and forming parts of the floating frame, and means for maintaining a distribution of lubricant within said casings.

5. In a floating frame for gearing, a pe ripheral rim portion ofbox section, a center strut extending across the peripheral frame, lubricant conduits of box section extending along the back of the floating frame, and webs for connecting said conduits with the peripheral frame whereby said peripheral frame is stiffened and strengthened.

6. A floating frame for gearing comprising a hollow peripheral rim portion having interior ribs to resist deflection, bearings carried by the ends of said frame, a center strut for strengthening and stifi'ening said frame, a bearing carried'by said strut, and a longitudinal lubricant conduit carried by the upper portion of said frame and communicating with the bearings.

7. A floating frame for gearing comprising a hollow peripheral riIn portion having interior ribs to resist deflection, bearings carried by the ends of said frame, a center strut for strengthening and stiffening saidframe, a bearing carried by said strut, end Webs for strengthening and stiffening said frame having pinion casings, means for supplying lubricant to the bearings, and pressure-reducing means for conducting lubricant from the bearing lubricating means to the pinion casings whereby lubricant under pressure is Vmaintained for said bearings.

8. A floating frame for gearing comprising a hollow peripheral rim portion having interior ribs toresist deflection, bearings carried by the ends of said frame, a center strut for strengthening and-stiffening said frame, a bearing carried by said strut, end webs for strengthening and stiffening said frame having pinion casings, means for supjplying lubricant to the bearings, a passageway arranged back of the frame and in cominun i cation with the bearings, and conduits for conducting lubricant from the passageway to the casings and cles'igned to a restricted flow to said casings whereby oil bearings. p I 9. A floating frame for gearing compris ing a hollow peripheral rim portion having pressure is built up and maintained forsaid interiorribs to resist deflection, bearings caring a hollow peripheral rim portion having interior ribs to resist deflection, bearings carried by the ends of said frame, a center strut for strengthening and stiffening saidframe, a bearing carried by said strut, end

webs for strengthening and stiffening said frame having pinion casings, means for supplying lubricant to the bearings, a passageway arranged back of the frame and in com inunication with the bearings, conduits for conducting lubricant from the passageway to the casings and designed to permit a restricted flow to said casings whereby oil pressure is built up maintained for said bearings, and spaced circumferential sllbS carried by the casings to maintain the disotribution of lubricant throughout the length of the pinion.

In testimony whereof, have hereunto subscribed my name this 16th day of July, 1919.

7' JOHN H. MAGALPINE. 

